911 - Aircraft Parts As
A Clue To Their Identity The Precautionary Principle
By George Nelson

Colonel, USAF (ret.)
4-23-5

The precautionary principle is based on the fact that
the failure to prove a proposition completely does not disprove the proposition.
If the proposition warns of an ongoing or oncoming disaster (e.g. global
warming) it is wise to take precautions. The proposition arrived at here
is this: the 911 hijackings and damage to buildings were not the work of
Arab terrorists, but appear to have been part of a black operation carried
out with the cooperation of elements in our government.

In July, 1965, I had just been commissioned as a Second
Lieutenant in the U. S. Air Force after taking a solemn oath that I would
protect and defend the Constitution against all enemies, foreign and domestic,
and that I would bear true faith and allegiance to the same. I took that
oath very seriously. It was my constant companion throughout a thirty-year
military career in the field of aircraft maintenance.

As an additional duty, aircraft maintenance officers
are occasionally tasked as members of aircraft accident investigation boards
and my personal experience was no exception. In 1989 I graduated from the
Aircraft Mishap Investigation Course at the Institute of Safety and Systems
Management at the University of Southern California. In addition to my
direct participation as an aircraft accident investigator, I reviewed countless
aircraft accident investigation reports for thoroughness and comprehensive
conclusions for the Inspector General, HQ Pacific Air Forces during the
height of the Vietnam conflict.

In all my years of direct and indirect participation,
I never witnessed nor even heard of an aircraft loss, where the wreckage
was accessible, that prevented investigators from finding enough hard evidence
to positively identify the make, model, and specific registration number
of the aircraft -- and in most cases the precise cause of the accident.
This is because every military and civilian passenger-carrying aircraft
have many parts that are identified for safety of flight. That is, if any
of the parts were to fail at any time during a flight, the failure would
likely result in the catastrophic loss of aircraft and passengers. Consequently,
these parts are individually controlled by a distinctive serial number
and tracked by a records section of the maintenance operation and by another
section called plans and scheduling.

Following a certain number of flying hours or, in the
case of landing gears, a certain number of takeoff-and-landing cycles,
these critical parts are required to be changed, overhauled or inspected
by specialist mechanics. When these parts are installed, their serial numbers
are married to the aircraft registration numbers in the aircraft records
and the plans and scheduling section will notify maintenance specialists
when the parts must be replaced. If the parts are not replaced within specified
time or cycle limits, the airplane will normally be grounded until the
maintenance action is completed. Most of these time-change parts, whether
hydraulic flight surface actuators , pumps, landing gears, engines or engine
components, are virtually indestructible. It would be impossible for an
ordinary fire resulting from an airplane crash to destroy or obliterate
all of those critical time-change parts or their serial numbers. I repeat,
impossible.

Considering the catastrophic incidents of September 11
2001, certain troubling but irrefutable conclusions must be drawn from
the known facts. I get no personal pleasure or satisfaction from reporting
my own assessment of these facts.

United Airlines Flight 93

This flight was reported by the federal government to
be a Boeing 757 aircraft, registration number N591UA, carrying 45 persons,
including four Arab hijackers who had taken control of the aircraft, crashing
the plane in a Pennsylvania farm field.

Aerial photos of the alleged crash site were made available
to the general public. They show a significant hole in the ground, but
private investigators were not allowed to come anywhere near the crash
site. If an aircraft crash caused the hole in the ground, there would have
literally hundreds of serially-controlled time-change parts within the
hole that would have proved beyond any shadow of doubt the precise tail-number
or identity of the aircraft. However, the the government has not produced
any hard evidence that would prove beyond a doubt that the specifically
alleged aircraft crashed at that site. On the contrary, it has been reported
that the aircraft, registry number N591UA, is still in operation.

American Airlines Flight 11

This flight was reported by the government to be a Boeing
767, registration number N334AA, carrying 92 people, including five Arabs
who had hijacked the plane. This plane was reported to have crashed into
the north tower of the WTC complex of buildings.

Again, the government would have no trouble proving its
case if only a few of the hundreds of serially controlled parts had been
collected to positively identify the aircraft. A Boeing 767 landing gear
or just one engine would have been easy to find and identify.

United Airlines Flight 175

This flight was reported to be a Boeing 767, registration
number N612UA, carrying 65 people, including the crew and five hijackers.
It reportedly flew into the south tower of the WTC.

Once more, the government has yet to produce one serially
controlled part from the crash site that would have dispelled any questions
as to the identity of the specific airplane.

American Airlines Flight 77

This was reported to be a Boeing 757, registration number
N644AA, carrying 64 people, including the flight crew and five hijackers.
This aircraft, with a 125-foot wingspan, was reported to have crashed into
the Pentagon, leaving an entry hole no more than 65 feet wide.

Following cool-down of the resulting fire, this crash
site would have been very easy to collect enough time-change equipment
within 15 minutes to positively identify the aircraft registry. There was
apparently some aerospace type of equipment found at the site but no attempt
was made to produce aerial numbers or to identify the specific parts found.
Some of the equipment removed from the building was actually hidden from
public view.

Conclusion

The government alleges that four wide-body airliners
crashed on the morning of September 11 2001, resulting in the deaths of
more than 3,000 human beings, yet not one piece of hard aircraft evidence
has been produced in an attempt to positively identify any of the four
aircraft. On the contrary, it seems only that all potential evidence was
deliberately kept hidden from public view. The hard evidence would have
included hundreds of critical time-change aircraft items, plus security
videotapes that were confiscated by the FBI immediately following each
tragic episode.

With all the evidence readily available at the Pentagon
crash site, any unbiased rational investigator could only conclude that
a Boeing 757 did not fly into the Pentagon as alleged. Similarly, with
all the evidence available at the Pennsylvania crash site, it was most
doubtful that a passenger airliner caused the obvious hole in the ground
and certainly not the Boeing 757 as alleged. Regarding the planes that
allegedly flew into the WTC towers, it is only just possible that heavy
aircraft were involved in each incident, but no evidence has been produced
that would add credence to the government's theoretical version of what
actually caused the total destruction of the buildings, let alone proving
the identity of the aircraft. That is the problem with the government's
911 story. It is time to apply the precautionary principle.

As painful and heartbreaking as was the loss of innocent
lives and the lingering health problems of thousands more, a most troublesome
and nightmarish probability remains that so many Americans appear to be
involved in the most heinous conspiracy in our country's history.